Frog and point switch for miniature railway tracks



A 29, 1939- A. G. FREIHOFF FROG AND POINT SWITCH FOR MINIATURE RAILWAY TRACKS Filed'May 18, 1938 2 Sheets-Sheet 1 INVE'NTOR. I 5 Wezfia/f ATTORNEY A. G. FREIHOFF Filed May, 18, 1958 FROG AND POINT SWITCH FOR MINIATURE RAILWAY TRACKS 2 Sheets-Sheet 2 INVENTOR.

0/2 Q/WeZ/M/f M I gATTORNEY.

Patented Aug. 29, 1939 PATENT OFFICE FROG AND POINT SWITCH FOR MINIATURE RAILWAY TRACKS Anthony G. Freihofl, Ferguson, Mot, assignor of one-half to Haywar Mo.

H. Gatch,v Ladue City,

Application May 18, 1938,.Serial No. 208,625

5 Claims.

This invention relates to switches for miniature railway tracks, and more particularly to a movable frog and point switch.

The object of the invention resides in the provision of a switch for connecting two railway tracks, which is wheel flange operated for transferring the train from one track to another on a movable switch lead rail, without the necessity of having to slow down the speed of the train prior to operating the switch.

A further object of the invention is the provision of a switch for connecting two railway tracks that will permit a train to approach and enter the switch from the frog end thereof, at any speed, by causing a lead car wheel to close an open switch prior to the lead wheels of the train reaching a frog point, and, without the danger of derailment.

A further object of the invention resides in a switch structure applicable for use withany type, or gauge of miniature railway track construction, and with any type of train adapted to run on the tracks and switch therefor.

A still further object of the invention resides in a switch, which possesses advantages in points of simplicity and efficiency, and, at the same time,

simple in construction and comparatively inexpensive in the cost of manufacture.

With the above and other objects in view, the invention consists in the novel features of construction, arrangement and combination of parts, hereinafter more fully described and, finally pointed out in the claims hereto appended.

Referring to the accompanying drawings, wherein like characters of reference denote similar parts throughout the several views- Fig. 1 is a plan view of a main and a side track equipped with a frog and point switch embodying the features of my invention. The main track is shown as closed by the switch and the side track open with relation thereto.

Fig. 2 is an enlarged detail taken on line 22 of Fig. 1, showing the movable frog portions of one lead rail engaging one of the main track rails. Fig. 3 is an enlarged detail taken on line 33 of Fig. 1, showing movable frog portion of the other lead rail spaced from the main rail that forms part of the frog point.

Fig. 4 is a View similar to Fig. 1, showing the side track, switch connected, with the main track.

Fig. 5 is an enlarged detail taken on line 5-5 of Fig. 4, showing the movable frog portions of the said other lead rail engaging one of the side track rails.

Fig. 6 is an enlarged detail taken on. line 6-45 of Fig. 4, similar to Fig. 3.

Fig. '7 is an enlarged detail taken on line I-! of Fig. 4.

The present invention illustrates two track sections, namely, a main track designated generally as A, and a side track designated generally as B leading'thereinto, and including a pivoted frog and point switch designated generally as C to permit a train to travel along the straight, or main track or to permit the train to enter the main track from a side track. However, it is apparent that my novel switch can also be arranged between two or more side tracks so that the train can enter one side track from another before entering the main track, but this is not believed necessary of illustration, as it is merely duplication of track and switch arrangement.

Referring to the drawings, the rails I and I are the main track rails. I of the main track rails is the through rail. 2 and 2' are the side track: rails. 2 of the side track rails is the stock rail. 3 is the frog point formed by the juncture of the rails I and 2.

The switch device designated generally as C, includes two rails designated generally as D and E, which rails are lead rails for completing the track switch connections, as will be apparent hereinafter.

The through rail I' is notched out on the inner face of the head of the rail, as at 4, to receive the point 5 of the lead rail E of the switch when the lead rail E is closed as to the side track rail 2 and the through rail I. See Fig. 1. The stock rail 2 is notched out on the inner face of the head of the rail, as at 6, to receive the point I of the lead rail D when the switch is closed as to the main track and open as to the side track. See Fig. 2.

The lead rail D, of the switch proper, is a long straight rail and the free end portion thereof is pointed by inclining the outer side face of the head thereof, as at 8.

The lead r-ail E, of the switch proper, is a long curved rail, and the free end portion. thereof is pointed by inclining the outer face of the head thereof, as at 9, and, the free end portion of the lead rail E is curved to correspond to the curved portion of the stock rail 2.

The lead rails D and E, of the switch proper, are formed with straight frog portions, designated I0 and II, respectively. These straight frog portions Ill and II are short relative to the length of the lead rails D and E and are several times longer than the length of the frog point 3. The free end portions of the frog portions I 0 and II, of the lead rails D and E, are bent outwardly to form wings I2 and I3, respectively. The frog portions I 0 and II diverge from the knees designated I4 and I5, respectively, and, the lead rails proper also diverge from the knees I4 and IS. The frog point and a considerable lengthrof main and side track rails I and 2 lie between the frog portions I0 and II, of the lead rails D and E, as will be apparent from Figs. 1 and 2.

One of the frog portions I0 and II, of the lead rails D and E, always lies parallel with'either the side track rail 2, or the main track rail I, dependent upon whether the switch is closed to the main track, or to the side track.

In Fig. l, the frog portion IJ of the lead rail D is shown as lying parallel with a section of the side track rail 2 beyond the frog point 3 and engages the same, as the switch proper is closed as to the main track. It will also be seen that there is a Vshaped gap I6 formed between the wing portion I2 at the free end of the frog portion of the lead rail D, and the side track rail 2' a considerable distance in advance of the frog point 3 so as to permit the flange of a lead wheel on a car, or locomotive to freely enter gap I2 which is considerably to the outside of the longitudinal axis of the lead rail D, and thereby move the frog portion I 0 of the lead rail outwardly to move the point of the lead rail D away from the stock rail 2 and move the point of the lead rail E into engagement with the through rail I of the main track considerably prior to the lead wheel of the car entering the frog point 3 and prior to the wheel entering the lead rail E so that the lead rail E of the switch proper will have been fully closed as to the through rail I of the main track before the lead wheel of the car enters upon the frog point 3.

In Fig. 4, the frog portion II of the lead rail E is shown as lying parallel with a section of the main track rail I beyond the frog point 3 and engages the same, as the switch proper is closed as to the side track. It will also be seen that there is a V-shaped gap I'I formed between the wing portion I3 at the free end of the frog portion of the lead rail E, and the main track rail I, a considerable distance in advance of the frog point 3, so as to permit the flange of a lead wheel on a car, or locomotive to freely enter gap I3 which is considerably to the outside of the longitudinal axis of the lead rail E, and thereby move the frog portion II of the lead rail E outwardly to move the point of the lead rail E away from the through rail I and move the point of the lead rail D into engagement with the stock rail 2 of the side track considerably prior to the lead wheel of the car entering the frog point 3 and prior to the wheel entering the lead rail D so that the lead rail D of the switch proper will have been fully closed as to the stock rail 2 of the side track before the lead wheel of the car enters upon the frog point 3.

The lead rails D and E of the switch proper are connected adjacent the knees I4 and I5 thereof by means of a bolt IS with a suitable expansion spring I9 encircling the bolt between the webs of the lead rails D and E. The bolt is provided with a head 2! on one end and a nut 2| on the other end of the bolt. This permits of adjusting the distance between the knees of the lead rails D and E so that the frog portions I0 and II thereof can be made to lie parallel with rails 2 and I, respectively, and to engage or contact the same.

The lead rails D and E of the switch proper are also connected at a suitable point intermediate the bolt I8 and spring I9 and the tapered lead off ends of the lead rails D and E by means of a suitable apertured connecting plate 22. A suitable vertical pivot pin 22 anchored to the suitable base A passes upwardly through the aperture of the plate 22' for movably supporting the switch in operative position between the stock rail 2 and the through rail 4, as clearly shown in Figs. 1 and 4. The base A which can be ties or the like, if desired, also supports all of the track and switch rails. It may be here stated that the switch is a one-way approach switch only, and that it is thrown or actuated solely by a lead wheel of a car approaching the switch from the frog end thereof only and rolling along either the main track or the side track.

An important advantage gained by my switch construction, is that the joint between either lead rail D and E and the frog point 3 leaves no gap for the wheels of cars to pass over. This is possible because the knees I4 and I5 at the junctures of the lead rails D and E and their frog portions I0 and II, respectively are disposed at the free end of the frog point 3, and, in such relation thereto, that a mere joint, without a gap, is formed, thereby providing a perfectly smooth and straight plane for the car wheels to roll upon, thus making it impossible for the switch to move sideways after it has been thrown by a car wheel and therefor avoiding the danger of derailment due to a defective switch connection with the frog point.

A suitable guard rail 23 is positioned to the inner side of the stock rail 2 with one end opposite the frog point 3 and running a suitable stance opposite the lead rail D.

Another guard rail 24 is positioned to the inner side of the through rail I with one end opposite the switch point 3 running a suitable distance opposite the lead rail E.

Suitable guard rails 23 and 24 are disposed on opposite sides of the switch and adjacent the stock and through rails 2 and I, respectively, as clearly shown in Figs. 1 and 4.

It will be apparent from Figs. 1 and 4, of the drawings, that when the frog rail portions I6 and II of the lead rails D and E are moved out of parallel engagement with the side track rail 2| and the main rail I, that flange ways 25 and 25, respectively, are formed therebetween. The flange way 25 is closed by the frog rail portion id of the lead rail D when the point of the lead rail D contacts the stock rail 2, and, the flange way 26 is closed by the frog rail portion I I of the lead rail E when the point of the lead rail E1 contacts the through rail I'. When the point of the lead rail is moved by the flange of a wheel moving the frog rail portion II] of lead rail D out of parallel engaged relation with the side track rail 2 to cause the point of lead rail D to contact the stock rail 2 to complete the main track, the knee I4 of the lead rail D engages the one side of the frog point 3 so there will be no gap between the frog point of the main rail I and the lead rail D to provide a continuous main rail I. When the point of the lead rail E is moved by the flange of a wheel moving the frog rail portion II of lead rail E out of parallel engaged relation with the main rail I to cause the point of lead rail E to contact the through rail I to complete the main track, the knee I5 of the lead rail E engages the other side of the frog point so there will be no gap between the frog point of the side track rail 2 and the lead rail E to continue the side track rail 2 topoint contact with the through rail I of the main track.

The many advantages of the herein described invention will readily suggest themselves to those skilled in the art to which it appertains.

From the foregoing description, it is evident that a simple device for this purpose has been 75 disclosed, but it is to be understood that I have illustrated and described a preferred embodiment only of the invention and I do not desire to restrict, or limit myself to the very details of the construction shown and described, which is merely illustrative, it being obvious that changes, not involving the exercise of invention, may be made without conflicting or departing from the spirit of the invention within the scope of the appended claims.

What I claim is:

1. A one way approach switch for miniature railway tracks comprising a pair of lead rails having the outer faces of their lead-off ends tapered, each lead rail formed at its approach end with a relatively short frog portion disposed at an acute angle to the longitudinal axis thereof, wings formed at the approach ends of the frog portions, a horizontally disposed bolt passing through the lead rails adjacent the juncture of the lead rails with the frog portions, a coiled spring encircling the bolt between the lead rails with the ends of the spring contacting the lead rails, a head on one end of the bolt engaging the outer face of one lead rail, an adjusting nut carried by the opposite end of the bolt and engaging the outer face of the other lead rail, and an apertured plate connecting the lead rails intermediate the bolt and spring connection and the tapered lead-off ends of the lead rails through which a pivot pin is adapted to pass for pivotally mounting the switch.

2. In combination, a main track having a through rail, a side track having a stock rail, a frog point formed by the joining of the inner rails of each track, a one way approach frog and point switch, said switch including a pair of lead rails having the outer faces of their lead-off ends tapered, each lead rail formed at its approach end with a relatively short frog portion disposed at an acute angle to the longitudinal axis thereof and provided with wings at the free ends thereof, a horizontally disposed bolt connecting the lead rails adjacent their juncture with the frog portions, a coiled spring encircling the bolt between the lead rails with the ends of the spring contacting the lead rails, a nut carried by the bolt for adjusting the distance between the lead rails at the junctures thereof with the frog portions, an apertured plate connecting the lead rails intermediate the bolt and spring connection and the tapered lead-oh ends of the lead rails, a vertical pivot pin passing through the apertured plate for pivotally mounting the switch between the through rail and the stock rail and in operative relation with the inner rails of the track joining to form the frog point, the frog portion of one lead rail adapted to lie parallel with and in contact with a corresponding length of one of the two inner rails joined to form the frog point when the tapered lead-off end of the said lead rail is in contact with the stock rail and to prevent a gap between the frog point and the said lead rail, the other lead rail in this instance being in open position relative to the through rail and the frog portion thereof being in open position relative to the other of the two inner rails joined to form the frog point, the lead-off end of the said one lead rail adapted to be automatically moved out of contact with the stock rail when a car wheel forces the frog portion of the said one lead rail out of contact with its companion inner rail thereby moving the tapered lead-off end of the other lead rail into contact with the through rail and moving the frog portion of the said other lead rail into contact with companion inner rail to prevent a gap between the frog point and the said other lead rail, and vice-versa.

3. In combination with a through rail, a stock rail, and the inner rails of a main and side track joining to form a switch point, of a frog approach car wheel actuated switch including two spaced lead rails having relatively short frog portions provided at their free ends with wing portions, the frog being integral with and projecting outwardly at acute angles to the longitudinal axis of the lead rails to provide knees at the junctures of the frog portions with the lead rails to prevent gaps between the approach ends of the lead rails and the frog point when the frog portions are in contact with frog point, a horizontally disposed bolt and spring connection between the lead rails adjacent the knees at the junctures of the lead rails with the frog portions to provide an adjustable device for spacing the knees the required distance apart to cause full length contact of the frog portions with the rails joined to form the frog point, and means for pivotally mounting the switch remote from the bolt and spring connection and in direction of the lead-off ends of the lead rails.

4. A railway track construction having, in combination, a through rail of a main track, a stock rail of a side track and a frog point formed by the joining of the inner rails of the main track and the side track, a one way approach car wheel actuated switch for automatically closing the main track if a train is approaching the frog end of the switch and the switch is closed to the side track, or vice-versa, said switch including a pair of spaced lead rails terminating in winged frog portions so formed relative to the lead rails as to provide opposed spaced.- knees at the junctures of the lead rails with the frog portions, an adjustable bolt and spring connection connecting the lead rails adjacent the knees, an apertured plate connecting the lead rails intermediate the bolt and spring connection and the leadoff ends of the lead rails, and a vertical pivot pin passing through the apertured plate for pivotally mounting the switch.

5. The combination with rails, frog point and base therefor, as described, of a one way approach switch associated therewith, said switch including a pair of lead rails tapered on their outer face at the lead-off ends thereof, said lead rails having frog portions projecting from the opposite or approach ends thereof disposed at acute angles to the longitudinal axis of each lead rail adapted to alternately engage the rails joined to form the frog point, and providing knees at the juncture of the lead rails with the frog portions to prevent a gap between the frog point and the lead rail that is in closed position, a horizontal bolt and spring connection between the lead rails adjacent the knees to permit adjustment of the knees toward and away from each other, a horizontal apertured plate connecting the lead rails intermediate the lead-off ends thereof and the bolt and spring connection, and a pivot pin anchored to the base passing upwardly through the aperture of the connecting plate for pivotally mounting the switch.

ANTHONY G. FREIHOFF. 

